Triple valve.



w. v. TURNER. TRIPLE VALVE. urucnro'n FILED APR. 25. 1905.

907,199. Patented Dec. 22, 1908.

%ITII 88IS Iv j ting a slow equalization of varying ressures' 1 are the brakecylinder port 7, quick action port 8 leading'to the emergency piston champ, avatar was PATENT ()FFICE.

UNITED STATES nit-on wrLitmsB Re, ENNS LVAN A, assiexon To i stant-same are ,enAKncoMraNY, (IF-PITTSBURG, PENNSYLVANIA, A CORPORATION or arser-L;-

VANIAw i ,i v TRIPLE To an whom may concern: Be it known that I, i'v'ALrnn V. TURNEma provide improved means for controlling comj citizen oiithe United'States, residing at Nilkinsburg, in the county of Allegheny and State ot Pennsylvania, have invented a certam new and; useful 1m rovement in Triple ,Valves,"'of which the to vowing is a specificaflhisfinvention relates to'triple valve devices for air brakes, and has for its objectto munication between the train pipe andthe auxiliary reservoir, whereby a rapid recharge.

I of the auniliaryreservoir at the time of re- '15 r. one feature of my invention comprises a large feed leasing brakes may be obtained.-

(passage'leadin from'the train pipe aroun lingsaid port by the graduating valve of the trinle (valve. I

' Another feature 'consistsin the combination with the large feed passage of means,

such as af'small feed groove around the triple valve pistonin release position, for permitfrom one side of said pistonto the otner without moving the piston, whereby a very slow setthe brakes.

reduction in tram pipe pressure which may occur, due totrain ipe leakage, will not operate to move out t e triple .valve piston and While my improvement may be aoplied to any desired form of triple'valve evic e, I have illustratedthe same in connection with a standard quick action triple valve of the Westinghouse type, as shown in section in. the accompanyingdrawing.

" According-tothis construction,

the triple valve device comprises the usual casing hav ing train pipe connection 1, iston chamber 2 containing piston 3, valve or amber 4 adapted to communicate with the auxiliary reservoir and containing main slide valve .5 and graduating slide valve 6. In the valve seat er, and the exhaust port 9, while the main slide valve is provided with service port and exhaust'cavit 11 The emergency piston-12 operates t e usual. emergency valve 13 and check valve 14, all of which may be of a the ordinary standard construction, the op- .eration of which is well known.

The usual Jfe ed groove which hashereto- Specification of Letters Patent. l Application filed April 25, 1905. Serial No. 257,365.

the triple'va lve piston to the flUXlllELIYsIQSGIVOII, and means for controlvA vnH Patented Dec. 22, 1903.1

fore been locatedin the bushing around the triple valve piston for'supplying air from the train ipe to the auxiliary reservoir has neczessari y had a very limited capacity in order to prevent the auxiliary reservoir pressure from equalizing back into the train pipe without. moving out the triple valve piston. when a service reduction is made in the train pipe for ap lyingthe brakes on long trains, consequent y the charging of the auxiliary @reservoir from the train pipe with the trip valve in release ositionjhas beenslow and requires a much onger' period of time than is sometimes desirable.

According to my improvement," a large teed portor passage 15 is provided for-open? mg the auxiliary reservoir around the tri 1e valve. iston and this assage is refera gly contro ed by the gra' triple valve device, so as to be closedbyfithe uating va ye of: the

communication from the train i-pipeite first part of the movement of the trip'le'valvew.

piston from release position toward service application position. 1 As shown in the-drawing, this port 15 leads from the chamber l6 above the check valve 14 to the mai-n'slide valve seat, where it communicates with .port' 17 in themain slide valve when in. release position, this latter port being controlledby the graduating valve 6, which is operated. by the piston and-has a movement relative to the mainvalve. By'connecting the ort to the checkvalve chamber 16, the dice valve 1,4 not only'performs its usualfunction of preventing back flow from the brake cylinder "to the train pipe after the emergency-valve has opened to vent air from the train pipe to pipe in release position'olf the valve, andthis is preferably in the form of. a restrieted groove 18 locatedin the bushing-aroundthe. triple valve piston. p, \i'hen the train pipe pressure is increased for releasing brakes recharging the auxiliai'y resem oir, the triple valve tofr'elease position, in which the graduating valve I opens the'port 17 and the auxiliary reservoir is charged ra idly from the train ipe through the large fee passage 15, asma amount of air also passing. throu h the restricted groove/18 around the trip e .valve piston.

After the trainpipeand auxiliary] reservo1r are charged tojthe normal degree, any

- slight 'difierences of pressure, due to slight train'pipe leakage or other causes, may equalize around the triple valve piston through the restrictedgroove 18 without affecting the triple valve.

When a service reduction is made in train pipe pressure for applying the brakes, the rst movement of the piston with the graduating valve "toward service position closes the feed assage 15, so that'even should there 'be 20 valve 14 the feed passage would be tightly closed by the slide valve and remain closed in all other positions of the triple valve.

7 As the graduating valve moves out to valve. I One important advantage derived from 'inyimprovement isthat the large feed passage isv closed upon the preliminary movethe main slide valve.

ment of the piston and. graduating valve from release position and without moving As it sometimes happens that the check valve may leak to a certain extent, due to foreignmatter lodging upon its seat, or from someother cause, it is important thatthis large feed passage should be closed upon a slight reduction in tram pipe pressure, since, if it was necessary to move the main slide valve to close this port,

' it would often happen on long trains that the rate of reduction in train pipe ressure would not be sufficient, owing to t is back 'le'akage, to cause the piston to move the main slide valve and set the brake.

I it requires only a slight wave of reduced train pipe pressure, however, to move out ,the tliplepiston and graduating valve to close the feed passage according to my improvement, and consequently a leaky check valve would not prevent the desired action of the triplevalvel 1 Having now described my invention, What I claiiifas new and'desire to secure by Let- I ters Patent-is:

1. A triple valve than 9. msa-in valve. a feed'nassagefor estaback leakage through the check 'seat in all except the release position of the iary reservoir to the train p I I position of the tri' le valve. device comprising a pis-' lishing an open communication from the tram pipe around said piston to the auxiliary reservolr, an auxiliary valve operated by said piston and having a movement relative to the mam valve for controlling said feed passage;

. r 2. A triple valve device comprising a-piston, a main valve, a feed, passage for establishing communication from the train pipe around said piston to the auxiliary reservoir, an auxiliary valve operatedby said piston and having a normal release position for fullyopening said feed passage.

3. A triple valve device having a piston, a main valve, a graduating valve operated by the 1piston and having a movement relative to t e main valve, a feed passage from the train pipe to the auxiliary reservoir around the piston and controlled-by said graduating valve, and a check valve in said feed passage.

ton, a main valve having a feed port for'supplying air from the train ipe to the auxiliary reservoir, a check valve or preventing back flow, and a graduating valve controlling said port.

5'. A triple valve device comprising a pis- I ton, a main slide valve having a feed port for supplying air from the train pipe to the auxiliary reservoir 1n release position of the valve, and a graduating valve operated by the 1piston and having a movement relative to t e main valve for controlling said port, and adapted to fully open the same in the normal release position of the valve. 4

6. A triple valve device having a large check valve controlled feed passage from the train pipe to the auxiliary reservoir around the triple valve piston and-controlled by the slide valveof the triple valve in service applications,and a restricted port or groove for permitting a slow equalization of pressure from the auxiliary reservoir to the train pipe.

' v 7. A triple valvev device having a large" check valve controlled feed passage from the train pipe to the auxiliary reservoir around the triple valve piston and controlled by the 4; A triple valve device comprising a pisslide valve of the triple valve in service applications, and a restricted port or groove around the triple valve piston when in release position. a

I 8. A triple valve device having a vent valve for opening communication from the train pipe to the brake cylinder,a check valve for preventing back flo from the brake cylinder to the train ipe, a large feed passage leading from said 0 eck valve to the.

auxiliary reservoir, means for closing said passage in service applicatlons, and means for permitting a-restricted flow from the auxil 9. A tripl va vedevice havinga vent valve for onening'communica'tion from the 1 i} pe in the release a Y train pipe to the brake cylinder in emerp the train pipe, a large feed passage leading from said check, valve to the auxiliary reservoir, and a restricted'port o'r groove for open-. ing communication from the'auxiliary reservoir to the'train pipe around the triple valve piston'when in release position 10. A triple valve device comprisin a pis-' ton, a main valve, a graduating valve aving a movement relative to the main valve, a feed port or passage from the train pipe around the iston to theauiiliziiiY-fiervbir and control ed by said graduating valve, a vent valve for opening communication from the train pipe to the brake. cylinder, and a single check valve for preventing back flow through said feed passage and from the brake cylinder to the tram pipe. In testimony whereof I have hereunto set my hand.

' VVALTER' V. TURNER. Witnesses;

' R. F. EMERY,

' J. B. MACDONALD. 

